Automatic train control



Dec." 30, 1930. P. J. SIMMEN AUTOMATIC TRAIN CONTROL Original Filed July 9, 1925 M/VE/VTOR flm/ v 6 (A ATTOAIVE) Patented Dec. 30, 1930 rArEs PATENT QFFIQE PAUL J, SIMMEN, OF EDEN, NEW YORK, ASSIGNOR TO SIMMEN AUTOMATIC RAILWAY SIGNAL COMPANY, OF EDEN, NEVIYORK, A CORPORATION OF ARIZONA AUTOMATIC TRAIN CONTROL Substitute for abandoned application Serial No. 650,247, filed July 9, 1923. This application filed September 5, 1928,

This invention relates to railways and particularly to the control of cars or trains thereon. I

An important object of his invention is an arrangement and construction of train control whereby trackway means are enabled to create a plurality of distinctive con ditions for the car or train, which distinctive conditions may be used to tl-PPI'OPl'lately govern the train in a plurality of different ways.

The present application is a substitute for application Serial No. 650,247, filed July9, 1923, and abandoned.

In describing the principle of the invention reference is had to an illustrative physical embodiment illustrated by a single schematic view in the drawing forming a part of this specification, which drawing illustrates the invention as applied to a car.

In the drawing an ordinary railroad tie is shown at 1. Mounted on this tie in the usual and ordinary manner are rails 2.

A car is illustrated as being on the rails 12 by the showing of the ordinary axle 3 and the wheels 4. Suitably supported on the ties l are train control rails 5 6 and 7, which are electrically insulated from the track rails and consist or short sections of metal approximately 60 feet long and spaced at suitable locations along the track. The train control rails are inclined at the ends so asto torm a ramp in the usual manner such as is shown in my prior Patent No. 1,1 l0,623, granted May 25, 1915. Suitably supported on the frame of the locomotive or car, but electrically insulated therefrom, are three Contact shoes-8, 9 and 10,so positinned to make contact with train control rails 5, 6 and 7 respectively. Contact shoe 8 is hinged at 11 and when the contact shoe slides along the ramp or train control rail, the shoev is tilted so as to break contacts 12, 13 and 14. When the shoe leaves the other end of the trainv control rail, a springlS forces the contact shoe to the normal position thus: again-closing contacts12, 13 and 14. Contact shoe 9 is hinged at 16: and when not incontzict Withfa train control rail, it is.

held by a suitable stop, not shown, in a hori- Serial No. 304,133.

Zontal position but when entering upon a train control rail, is tilted thus compressing a spring 17 and when this shoe leaves the other end of the train control rail, spring 17 forces the shoe back to the normal or horizontal position. Contact shoe is hinged at 18 and when not in Contact with a train control rail, it is held by a suitable stop, notshown, in a horizontal position but when entering upon a train control rail, is tilted, thus compressing a spring 19 and when this shoe leaves the other end of the train control rail, spring 19 forces the shoe back to the normal position. The locomotive or car also carries a polarized relay 20 and a three position alternating current relay 21; The armatures of these relays control their several circuits depending: upon the character of the energization or the deenergization of the relays, and the armatures in turn control the circuits through the several signals designated as No.v 1, No. 2, No. 3, No. 4, No. 5, No. 6, No. 7, No. 8, and No. 9. While these devices are shown as lamps and designated signals, they may equally as well represent electromagnetic devices to which motion is given depending upon whether the circuit is energized or deenergized', and such electromagnetic devices may be used for other purposes than, or in addition to, the display of signals to the engineer, such, as is well known in the art, as the proper control of speed control devices or pneumatic airvalves or both. or the throwing of track switches, l 7

Train control rails 5, ti and 7 may be placed trz insverselv in any position in relation to the track rails and their position will usuallybe determined by the clearance lines of the equipment operating over the railway, but longitudinally they are of the same length and opposite each other;

Along the track are located th'edirect current sources such as batteries 22 and23 and an alternating current source such as 24-5 A switch controls the energization or, deenergization of train. control railYo. \Vherr it is in contact with spring contact 26, train control rail. 5 is positively energized. When it is in contact with spring Contact 27, train lune 29 and 30, a d when the switch is figure, he polemenibei contact i iih terminal and the uole iucniher 31-? makes with tcru'iinal When double pole switch. i; Ia the left hand po ion, opposite to that member 3]. in

and pole ineinbci l u'ialzes contact with terminal 36. The alternating current source 2 1 has tour terminals representing the zero, 91'?" s, 90 minus and 180 phase positions. Train control rail 7 ermanently connected to the 90 plus term or the alternating lal. current source and train control rail. 6 is permanently connected to the 96 minus termi nal of the alternating current source. lVhcn double pole switch 28 is in the position shown in the figure, thus making contact with terminals 32 and 34K, train control rail is encrgized with alternating current of a phase leading in respect to the phase present in the train control rails 6 and 7, and when double pole switch 28 is in the position opposite to that as shown in the figure, thus making contact wi h terminals 35 and 36, train control rail 5 is energized with alter ating current of a phase lagging in respect to the phase present in the train control rails 6 and 7.

' When switch 28 is open, train control rail 5 is deenergized in so far as alternating current is concerned. The various c ,uits for condithmingthe rail 5 with the several currents will be described hereinafter.

De )ending upon the character of energizati on of train control rail 5, the arm atures of relay and rotor of relay 21 assume certain positions, thus closing the circuit through one 01 the nine si nal lamps.

The circuit through signal No. 1 is closed when train control rail 5 is energized with positive direct current and also energized with leading alternating current with respect to alternating current in train control rails 6 and 7 The circuit through signal No. 2 is closed when train control rail 5 is energized with negative direct current and also energized with leading alternating current with respect to alternating current in train control rails 6 and 7.

The circuit through signal No. 3 is closed when train control rail 5 is energized with positive direct current and also energized with lagging alternating current with respect to alternating current in train control rails 6 and 7.

The circuit through signal No. is closed when train control rail 5 is energized with negative direct current and also energized s shown in the hgurm polecontact 'with tern'iinal with lagging alternating current with respect to alternating current in train control rails 6 and 7.

The circuit through signal No. 5 is closed when train control rail 5 is energized with positive direct current and deenergized with respect to alternating current.

The circuit through signal No. 6 is closed when train control rail 5 is energized with negative direct current and deenergized with respect to alternating current.

The circuit through signal No. 7 is ("lC-s'cd when t 'ain control rail 5 is deenerglzed with respectto direct current and energized with leading alternating current with i spect to alternating current in train control rails 6 and 7.

The circuit through signal No. 8 is closed when train control rail is deenergized with respect to direct current and energized with lagging alternating current with respect to alternating current in train control rails 6 and '7.

The circuit through signal No. 9 is closed when train control rail 5 is ClQGIlClglZCLl both with respect to direct current and alternating current.

Switches and 28 may be manually operable switches suitably housed in a way station, interlocking tower or dispatchers oificc or they may equally as well represent armatures of track relays by which the nine differentelectrical conditions of train control rail 5 may be established automatically in a manner similar to that shown in my prior Patent No. 1315546 granted September 9, 1919, or some of the nine conditions may be controlled automatically by a track circuit and others by manually operable switches.

Polarized relay 20 controls neutral armatures 37, 38, 39 and 40 and polarized armatures 41, 42, 43, 14 and 45. lVhen this relay is positively energized, its neutral arn'iaturcs make contact with front contacts 46, 457, 48 and 49 respectively and the polarized armatures will be in the right hand position as shown in the figure and make contact with contacts 50, 51, 52, 53 and lVhcn relay 20 is negatively energized, its neutral armaturcs will also make contact with their respective front contacts but the polarized armaturcs will assume the left hand position opposite to that shown in the figure and make contact with contacts 55, 56, 57, 5S and 59. lVhen relay 20 is dcenergized, its neutral armatures will drop away from their front contacts and armatures 38, 39 and 40 will then. make contact with their respective back contacts 60. 61 and 62. Polarized armatures 44 and are members of a pole changing switch for the purpose of changing the direction of flow oi current from battery 71.

The three position, motor type, alternating current relay 21 has two windings 63 and 6%. Its rotor 65 controls a; contact arm 66. The

65 will rotate clockwise and Contact rotor of relay 2-1 is so balanced that when this relay is deenergized, the rotor will assume the neutral position as shown in the figure, and in this position contact arm 66 will make Contact with contact 67. Contact arm 66 is insulated from the rotor by insulation 68. When w idings 63 and 6a of motor relay 21 are energized and winding 6 1is energized with leading current with respect to winding 63, ti rotor will rot-ate counter-clockwise and contactarm 06 will make contact with contact 69, and when windings 63 and 61 are ene rized and the current in winding jet is lagging with respect to winding 63. the rotor arm 66 will'nialte Contact with contact 70. V

TfllQll contact shoe 8 is in contact with iositively energized rain control rail 5, polarized relay 20 is positively energized through the following circuit-z From positive pole of battery 22, wire 7 2, spring contact 2, switch 20, wire 73, impedance 7%, wire 7 5, train control rail 5, contact shoe 8, wires 76 and 77, impedance 78, wire 79, polarized relay 20, wires 80, 81, 82, and 83, axle 3, Wheel 4, track rail 2, wires 84 and 85, to negative pole of battery 22. When contact shoe 8 is in contact with negatively energized train control rail 5, polarized relay 20 is negatively energized through the following circuit: From positive pole of battery 23, wire 86, wire 82, tracl: rail 2, wheel 4. axle 3, wires 83, 82, 81 and 80, polarized relay 20, wire 79, impedance 78, wires 7 7 and 7 6, contact shoe 8, track rail 5, wire 75, impedance 7%, wire 73, switch spring contact 27, and wire 87 to the negative pole of battery 23.

When contact shoes 9 and 10 are in contact 7 with train control rails 6 and 7, winding 63 of alternating current relay 21 is energized through the following circuit: ii rom 90 plus terminal of alternating current source 2%, wires 88 and 8., train control rail 7, contact shoe 10, wire 90, winding 63, wire 91, contact shoe 9. train control rail 6, wire and wi e to the 90 minus terminal of alternating current source 2%. As heretotore stated this winding is always energized with the same character oi alternating current when contact s u. and :re passing train. control 6 and 7. Vv lien contact shoe 8 passing train control rail with switch 23 in the position ilhisi'jrated. winding 6-1 of relav energized "wi'tl lccding alternating eurrent with respect to winding 63 through the following circuit: From zero tei .iiial of alternating current source 24-, wire h 30, pole member terminal 3 1, wire 95,-terniinal wire 96, condenser 07, wires 98. and 75. train control rail coutact shoe 8, wires 76 and 99, condenser 100, wire 101, winding 6 1, w s 102, 81, and 83, axle 3, wheel a, tracl: l wires 103 and 10l, terminal 36', wire 105, erird 6,to the 180 zilenzher 31,1 lnge 2-9, and wire 1 terminal. of alternating current source 2 1. When contact shoe 8 is passing train control rail 5, with switch 28 in the position opposite to that indicated, winding 64 of relay 21 is energized with lagg alternating current in respect to winding 63, through the following circuit: From 180 terminal of alternating current source 24:, wire 106, hinge 2 polo member 31, terminal 35, wire 96, condenser 97, wires 98 and 75. train control rail 5, contact shoe 8, wires 7b and 99-, condenser 1.00, wire 101, winding 6+1, wires 102. 81, 82 and 83, axle 3, wheel 1. track rail 2-, wires 103 and 10 1, terminal 36, pole member 33, h or 30 and wire 31-, to zero terminal of alteruanug currentsource 21. It will thus be seen that depending'upon the position of switch 25, relay 20 may be positively energized or negatively energized or deenergi'zed and depend ing upon the positions of the switch 28, rotor of relay 2-1 may he turned counter-clockwise or clockwise or placed in the neutral position.

l'mpedances 74 and 78 arepla-ced in the circuit of relay 20 to prevent the flow of alternating current therethrough and condensers 97 and 100 are inserted in the circuit of relay 21 to prevent the flow of direct current therethrough.

I will now describe the circuits through which the signals No. 1 to No. 9, inclusive, are energized. When contact shoes 8, 9 and 10 are in contact with train control rails 5, 6 and 7 and switch 25 is in contact with spring contact 26, and switch 28 is in contact with terminals 32 and 34, then polarized relay 20 is positively energized and winding 6 of relay 21 is energized with leading current with respect to winding 63, thus placing contact arm 66 in contact with contact 69. Under these conditions a circuit is closed through signal No. 1 as follows: From positive pole of battery 71, wires 107 and 108, contact 53, polarized armature 4%, wire 100, flexible con nection 110, cont-act arm 66, contact 69, wire 111, armature 38, of relay 20, front contact 47, wire 112, polarized armature 11, contact 50, wire 113, signal No. 1, wires 111 82 and 115, polarized armature l5, contact 5%, wire 116 to negative pole of battery 71. contact shoe leaves the train control rail, a stick circuit is closed through the polarized relay which continues to energize this relay positively as follows: Frompositive pole of battery 71, wires 107 and 108, contact 53, no larized armature 44, wire 11?, ari'nature 37 of relay 20, front contact 4:6, wire 118, contact,

12, contact shoe 8, wires 76 and 77, impeuanco 78', wire 79, polarized relay 20, wires 8), 81

aid 115, polarized armature at, cont-act 5i,

maintained in Contact with Contact 651,

til:

lVhcn the lln'murh the fOllOXYlHgj arra: U inenl': A locking n'laguet 119 cont his an urn "ure as 120 mounted on a pivot mansion of armature 120 is a l L ion shoe 122. hon locking Ina armature 120 will press again-at rotor 65 or sonae part .-'-';o l thereto such 15. the r tor in poas follows: Froin ha iug magnet 119, wire contact contact i 7 plate 127, contact 14, a, wire 1.28, to opposite pole o1 battery 124 Contact plae 1a? is attached to shoe 8 bu "sulated there'lroin. It will tl is be seen the when shoe 8 is in contact \Y'lili train con"rol r r ntacts l3 H iwcnergiznm lockin 2. re L1} assume any and 14- are broken thus magnet 1 9 and rotor oi; its three positions. As soon howwwer contact shoe 8 reaches the low en control rail and also when it le v end of train control rail F, coin: 13 and 14 are again made and loclzi- 1P agne" 119 is again energized, thus holding rotor position it was placed in whenpassing the train control rail. This circuit which cont 'ols locking magnet 119 will he referred to hereinafter as the alternating current relay holding circuit. ll ith the positive direct current circuit and the alternating c1 1 enirelav holdin circuit both in effect, signal do. 1 continued until the n xt train control rail is reached.

lien contact shoes 8, 9 and are in con tact with train cmu'rol rails 5, 6 and 7 and switch is in contact with spring contact 27. and switch 28 in contact with terminals and 33., then polarized relay is negativclv on nnogizcd and winding 64 is energized with leading current with respect to winding 63, thus placing contact arm 66 in contact wltn contact 69. Under these conditions a circuit is closed through signal No. 2, as follows: Froni positive pole of battery 71, wires 107 and 129, contact 59, polarized armature 45, wires 115, 82, 114 and 130, signal No. 2, wire 131, contact 55, polarized armature 41, wire 112, contact 47, armature 38 of relay 20, wire 111, contact 69, contact arm 66, flexible connection 110, wire 109, polarized armature 44, contact 58 and wire 116 to negative pole of hatery 21. lVhen the contact shoe leaves the train control rail a stick circuit is established through relay 20 which maintains this relay negatively energized as follows: From positive pole of battery 71, wires 107 and 129, contact- 59, polarized armature wires 115, 81 and 80, relay 20, wire 79, impedance 78,

wires 77 and 76, contact shoe 8, contact 12, wire 118, front contact 46, armature 37 of relay 20, wire 117, polarized armature 44, contact 58, and wire 116 to the negative pole of battery 71. This stick circuit will be referred to hereinafter the negative direct current stick circuit. lVith the negative direct current stick circuit and the alternating current relay holding circuit both in effect, signal No. 2 is continued until the next train control rail is reached.

hen contact shoes 8, 9 and 10 are in contact with train control rails 5, 6 and 7 and switch is in contact with spring contact 26 and switch 28 is in contact with terminals and 36, then polarized relay 20 is positively energized and winding 64 of relay 21 is energized with lagging current with respect to winding 63 thus placing contact arm 66 in contact with contact 70. Under these conditions a circui is closed through signal No. 3 as follows: From positive pole of battery 71, wires 107 and 108, contact 53, polarized armature 44, wire 109, flexible connection 110, contact arm 66, contact 70, wire 132, armature 39 of relay 20, front contact 48, Wire 133, armature 42, contact 51, wire 134, signal No. 3, wires 114, 82 and 115, armature 45, con tact and wire 116 to negative pole of bat cry 71. hen the contact shoe leaves the train control rail, the positive direct current stick circuit and the alternating current relay holding circuit are again both in efi'ect and signal No. 3 is continued until the next train control rail is reached.

and 36, then polarized relay 20 is negativeenergized and winding 64 of relay 21 is ed with lagging current with respect to winding 63 thus placing contact arm 66 in contact with contact 70. Under these conditions a circuit is closed through signal No. 4 follows: From positive pole of battery 71, wires 107 and 129, contact 59, polarized armature 45, wires 115, 82, 114 and 1.36, signal No. 4, wire 137, contact 56, polarized armature 42. wire 133, front contact 48, armature 39 of relay 20, wire 132, contact 70, contact arm 6, flexible connection 110, wire 109, polarized armature 44. contact 58, and wire 116 to nega tive pole of battery 71. Vhen the contact leaves the train control rail, the negative direc. current stick circuit and the alternating current relay holding circuit are again both in elicct and signal No. 4 is continued until the next train control rail is reached.

lVhen contact shoes 8, 9 and 10 are in contact with train control rails 5, 6 and 7, and switch 25 is in contact with spring conta "t 26 and switch 28 is open, then polarized relay 20 is positively energized and winding 64 of relay 21 is decnergized thus placing contact arm :66 in contact with contact '67. Under these conditions a circuit is closed through signal No. 5 as follows: From positive pole of battery 71, wires 107 and 108, contact 53, polarized armature 44, wire 109, flexible connection 110, contact arm66, contact 67, wire 138, armature 40 of relay 20, front contact-49, wire 139, polarized armature 43, contact 52, wire 140, signal No. 5, wires 141, 114, 82 and 11-5, polarized armature 45, contact 54, and wire 116 tonegative pole. of battery 71. When the contact shoe leaves the train control rail, the positive direct current stick circuit and the alternating current relay holding circuit are again both in eii'ect, and signal No. 5 is continued until the next train control rail is reached.

hen contact shoes 8, 9 and 10 are in con tact with train control rails 5, 6 and 7, and switch 25 .is in contact with spring contact 27, and switch 28 is open, then. polarized relay is negatively energized andwindlng 64 of relay 21 is ale-energized thus placing contact arm 66in contact with contact 67. Under these conditions a circuit is closed through signal No. 6 .as follows: From positivepole of battery 71, wires 107 and 129, contact 59,.polarized armature 45, wires 115, 82, 114, and 142 of-Signal No. 6, wire 143, contact 57, polarized armature 4-3, wire 139, front contact 49, armature 40, wire 138, contact 67, contactarm 66, flexible connection 1.10, wire 109, polarized armature 44, contact .58, and wire 116 to negative apole ot battery 71. When the contact shoe leaves the train control rail, thenegative direct current stick circuit and the alternating current relay holding circuit are again both iniefiect and signal No. '6 is continued until the next train control rail is reached.

' lVhen contact shoes 8, 9 and 10 are in contact with-ti in control rails 5, 6 and ant switch 25 is opem-an-d switch 28 in contact with terminals 32 and '34, then pol, rized relay 20 is tie-energized, and winding 64, of relay 21,, is energized with leading current with respect to winding .63, thus placing cpntact arm-66 in contact with cont-act 69. Un-

der these conditions a circuit is closed through signal No. 7 as follows LFIOIH positive pole of battery 71, wires 107 and 108,

contact 53, polarizedarmature 44, wire 109,

flGXlablQ connection-110, contact air-111166, contact 69, wire 111, armature 38, backcontact 60, wire 144, signal N10. 7, wires 145, 114,

82 and 115, polarized armature 45, contact 54, and wire 116 to negative pole of battery 71. lVhen the contactshoe leaves the train control rail, contact 12 is again made, but the stick circuit through relay 20 is now open at front contact 46. Thus both the positive and negative direct current stick circuits are inoperative, and relay 20'continues to be deenergized, but the alternating current relay holding circuit is in effect, and si nal No. 7

respect to winding '63, thus placing contact arm 66 in contact with contact 70. Under these conditions a circuit is closed through signalNo. 8, as follows: From positive pole of battery 71, wires 107 and 108, contact 53, polarized armature 44, wire 109, flexibleconnection 110, contact arm 66, contact 70, wire 182, armature 39, back contact 61, wire-.146, signal N0. 8, wires 147, 114, 82 and 115, polarized armature 45, contact 54, wire 116, to negative pole of battery 71. When the contact shoe leaves the train control rail the direct current stick circuit through relay 20 is again in-operative but the alternating current relay holding circuit is in effect and signal No. 8 is continued until the next train control rail isreached.

lVhen contact shoes 8, 9 and 10 are in contact with train control rails 5, 6 and 7 and switches 25 and 28 are both open, then polarized relay 20 is de-energized and winding 64 of relay 21 is also de-energized, thus placing contact arm 66 in contact with contact 67. Under these conditions a circuit is closednating current relay holding circuit is in ,effeet and slgnalNo. 9 18 continued until an energized train control rail is reached.

The utility of the invention consists in providing a multiplicity of conditioned devices orsignal indications. These maybe automatically controlled by track circuits in which case they would indicate the gradual approach of a train on which they are located toward another train or other danger or they may be used to convey useful information to the engineer. The tendency in modern methods oftrain operation is to eliminate as far as possible telegraphic or telephonic train,

orders to the train crew, as such methods are the cause of frequent errors and expensive delays to trains. The invent-ion described hereinprovides for as many as nine conditions or. signal indications, all based on the normally'closed circuit principle, thus giving opportunity for many different distinct instructions tot-he engineer, each signal imparting a certain instruction or order as the railway management may designate.

It is obvious that the nine conditions or signal indications may not necessarily be given on a car or train, but may be expressed through fixed signals or other apparatus along the right of way. To arrange the circuits for the control of fixed signals, it is only necessary to eliminate the use of train control rails and contact shoes and permanently connect the wires which are shown on the drawing as connected to the respective train control rails and contact shoes.

Although I have particularly described one of the physical embodiments of my invention and illustrated the same, nevertheless, I desire to have it understood that the particular form illustrated is merely illustrative and does not exhaust the possible embodiments'of the idea or means underlying the principle of my invention.

What I claim as new and desire to secure by Letters Patent of the United States is:

1. In an automatic train control, in combination, a source of direct current, a second source of direct current, a source of alternatingcurrent of a plurality of phases, three ramps, connections between one of the ramps and the sources of direct current and between all of the ramps and the soinrce oi al"ernating current, switching means interposed in these connections, a vehicle, train control means on the vehicle, the, means on the vehicle con necting at times with the ramps and c0nneced tothe vehicle control means whereby a pluality of conditions are created in 'the vehicle control means.

2.111 an automatic, train control, in combination, a vehicle, an alternating current relay on the vehicle having an armature, a polarized relay on. the vehicle having an armature, and means including sources of direct current and a source of alternating current whereby the relay armatures are variously positioned, and'means for utilizing the various posi ions to establish more than six different electrical circuits.

In an automatic train control in combin-ation, a source of direct current, a second source of direct current, a source of alternating current of a plurality of phases, three ramps, connections between one of the ramps and the sources of direct current and between all 031' the ramps and the source of alternating current, switching means interposed in these connections, a vehicle, train control means on the vehicle including two different relays, the means on the vehicle connecting at times with the ramps and connected to the vehicle control means whereby more than six conditions are created in the vehicle control means.

4;. In an automatic train control, in combination,'a vehicle, a rotary alternating current relay on the vehicle having an armature,

a polarized relay on the vehicle having an. armature, and means including sources of direct current and a source of alternating current whereby the relay armatures are variously positioned, and means for utilizing the various positions in more than six dii'- "ferent ways.

5. An automatic train control. system comprising a vehicle, more than signals on the v i said signals on the vehicle, said relays being capable of assuming three positions, means for supplying currents of different kinds to said vehicle and said relays for causing each oi said relays to assume predetermined positions in accordance with the kind oi current supplied thereto, a plurality oi signal cir- 'its, one for each signal, a source of curr nt for said signals, and means including d rela positions for establishing any one aid nal circuits depending upon the position 0 said relays,

6. An automatic train control system comprising a vehicle, more than six signals on the vehicle, a circuit for each of said signals, a plurality of relays on the vehicle, each relay being responsive to a plurality of currents of different kinds and assuming a predetermined position when energized with any one of said currents, a source of current for said signals, and means along the trackway for characteristically energizing said relays to cause the armatures thereof to as sunie predetermined positions, said positions when established completing a circuit through a predetermined signal circuit and said source of current.

7. An automatic train control system comprising a vehicle, more than six signals on the vehicle, a circuit for each of said .s nails, a plurality of relays on the vehicle, 0 relay being responsive to a plurality of cm rents of dilierent kinds and assuming a predetermined position when energized with any one 0* aid currents, a source of current for said a duals, means along the trackway for char rteristically energizing said relays to cause the armatures thereof to assume predetermined posi ions, said positions when established completing a circuit through a predetermined signal circuit and said source of current, and means for maintaining said pignal circuit until changed by the means along the trackway.

PAUL J. SIMMEN.

ride, a plurality of control relays for 

